Search results

Looks like it was dropped. No way I'd use that piston.

It never closes at idle, otherwise the motor will die. The only time the ISCV is active is when the ECU is in idle speed control (IDL on)....to be honest, I don't know if it closes above idle or not. When the engine is running with no boost, it really doesn't matter since the ISCV uses metered...

I'm not, but it's not a good idea to make assumptions either ;) Has a tendency to cost you a lot more than what's necessary...unless rod knock is bad (if that is what it is), you have to pull the bearings to be able to see the wear. You want to inspect the wrist pins, but like I said, that...

The check valve is there to prevent boost pressure from escaping via the ISCV...the NA 7M does not have it. It only functions under boost. The coolant lines have no impact on it other than to prevent ice under certain OAT/humidity conditions. Symptoms would be the same as any boost...

The CPS should look like this with the crank/cam index all lined up: You can't accurately set timing unless the idle is correct and there can be no ECU codes present. Suggest you verify there are no vac leaks, the ISCV is working, and check for ECU codes. BTW - the TSRM spec's 10 deg...

Inspected...as in measuring all the rod journal bearing clearances and remove/look at the bearings?

QFT ;) Dumbo - I'm suspect of those readings for this reason...they are way too high for vacuum. 29 hg/in on decel would be impossible to obtain.

I just noticed that manifold has a wastegate flange below the turbo flange. That means it would need to be blocked for a CT26.

Dumbo - You must be reading vacuum kPa relative to absolute atmospheric (101 kPa)...from what I can cipher for the vacuum conversion from kPa (relative) to in/hg (gauge): 2.6 kPa = 29 in/hg 20 kPa = 24 in/hg For pressure: 147 kPa = 21 psi

That's what shot peen does, stress relieve the rods. Rod knock can damage the big end, but unless it's severe, a re-size will take case of that too. "Wrist pin knock" is so rare (especially in this motor) I would be very surprised if that was the problem. Anyway, it sounds like you made the...

Perhaps not, but I can say with 100% certainty a 2JZ-GTE would benefit from having a full flow thermostat controlled oil cooler ;)

Well, now you know someone that's done it personally...several dozen times ;) It would be a good idea to have stated what you posted as "theory" or as a question vs stating it as if it were fact. That's exactly how a lot of the BS you hear about this car gets started.

No oil lines, but the cam cover gaskets get old and leak...it's very common.

Nope...not true...done it many times. There is not enough oil flow through the top of the head and the air space makes any heat retention minimum (if at all). Ceramic holds up far better than paint or powder-coat.

Since the OP's problem is solved with the addition of wheel spacers, I'm going to tell you how it is in this section. What is said will be based on fact, the TSRM, or other tech documentation. "I heard", "I think", "my mother's, brother's cousin told me", "I guess" or any other forum...

<Looking around far a spare $700> LOL!

:ttiwwp: I assume you called the police?

No...mine hits about 23-24 Hg/in max on decel...I'm at 2500' altitude. You using NA cams?

Reason I asked, HP Freaks has that log header for a 5M, but not a 7M. So it will not work on the 7M-GTE because of the CPS?

if you really want to get detailed, have the machinist make the piston/rod assemblies the same weight ;) You are going to need to get the crank balanced and the journals micro polished (if they are in good shape).